Support structure apparatus and method

ABSTRACT

A support structure for supporting and tilting an oversized cargo to reduce the effective width of the cargo. The structure comprises a frame having a base and a stanchion connected to the base. A rocker arm is pivotally coupled to the stanchion to pivot about a pivot axis. The arm includes a first and second end disposed opposite one another. The arm has a center of gravity disposed between the first end and the pivot axis and that biases the arm to pivot in a first pivotal direction. First and second brackets are positioned near the first and second ends of the arm for receiving the cargo. The cargo has a center of gravity disposed between the pivot axis and the second end that causes the arm to pivot in a second pivotal direction opposite the first pivotal direction.

FIELD OF THE INVENTION

This invention relates to an apparatus and method for supporting anoversized object.

BACKGROUND OF THE INVENTION

Many states or jurisdictions have laws that regulate the transportationof oversized or wide loads over public roadways. These laws generallyprovide a limit on the effective width of the load with respect to thesurface of the road. Loads having an effective width greater than acertain distance may be subject to restrictions limiting when, where, orhow the load may be transported. Oversized loads or cargo may also besubject to height restrictions during transportation. The actual limitsmay vary depending on jurisdiction. These restrictions may complicatethe process of transporting an oversized load and result in a cost ofadditional time and money to satisfy the restrictions.

Prefabricated building sections, such as preformed concrete sections,are an example of an oversized load that is often transported.Pre-formed concrete sections are used in the construction industry tosimplify and economize the building process. These pre-formed sectionsare often formed at a remote location away from a building site, andthen transported to the building site to be assembled as part of thestructure. One example of a pre-formed section is a concrete sectioncommonly referred to as a “double-tee.” A double-tee generally includesa flat deck and two support beam legs extending below the deck and alongthe length of the deck. The section is called a double-tee because thecross-sectional view of the section resembles two T's connectedside-by-side. A double-tee may be used to construct structures such asparking ramps, bridges, floors, or other structures that may require arelatively strong and durable surface and a large amount of usablesurface area. The width of many double-tees is often greater than thelimits imposed by various jurisdictions for oversized or wide loads.Therefore, double-tees are often subject to various restrictionsregarding the transportation of the loads.

SUMMARY OF THE INVENTION

The present invention provides a support structure for supporting andtilting an oversized load or cargo to reduce the effective width of theload or cargo. Some of the restrictions imposed on transporting anoversized load may be avoided if the effective width of the load isbelow the specified limit. The support structure is most effective for arelatively flat cargo, such as a concrete double-tee section, or a cargoin which the height and width dimensions are not similar. The supportstructure reduces the effective width of the cargo by tilting the cargoso the exceeding width dimension is positioned diagonally.

In some aspects and in some constructions, the support structurecomprises a base supported by the transport vehicle and a stanchionextending upwardly from the base. A rocker arm is pivotally coupled tothe stanchion to pivot about a pivot axis. The arm includes a first andsecond end disposed opposite one another. The arm has a center ofgravity disposed between the first end and the pivot axis that biasesthe arm to pivot in a first pivotal direction. A first bracket ispositioned near the first end of the arm for receiving the first leg ofthe concrete section, and a second bracket is positioned near the secondend for receiving the second leg of the concrete section. The concretesection has a concrete section center of gravity. The first and secondbrackets position the concrete section such that the concrete sectioncenter of gravity is disposed between the pivot axis and the second endand causes the arm to pivot in a second pivotal direction opposite thefirst pivotal direction.

In some aspects and in some constructions, the support structurecomprises an adjustable sleeve adjustably connected to the first end ofthe arm. The adjustable sleeve is movable between a retracted positionand an extended position. The first bracket is connected to theadjustable sleeve and the adjustable sleeve may be moved to position ofthe first bracket with respect to the second bracket. The arm mayinclude a locking member releaseably engaging the arm and the adjustablesleeve to restrict movement of the adjustable sleeve with respect to thearm.

The arm is pivotal between a first position, in which the arm does notcontact the base, and a second position, in which the second end of thearm contacts the base. The support structure also includes a pivot stopconnected to the stanchion. The pivot stop restricts pivotal movement ofthe arm in a first pivotal direction and the arm contacts the pivot stopwhen the arm is in the first position. The base restricts pivotalmovement of the arm in a second pivotal direction opposite the firstpivotal direction.

In some aspects and in some constructions, the support structure may bemounted on a trailer for transporting the oversized load or cargo. Thetrailer may include a frame mounted near each end of the trailer. Thecargo may be tilted or supported by the frames to reduce the effectivewidth of the cargo relative to the ground or surface. With a reducedeffective width, the cargo may be transported with fewer regulations orrestrictions. The bolster frames may also be mounted to othertransportation devices, such as rail cars, boats, or barges.

Independent features and independent advantages of the present inventionwill become apparent to those skilled in the art upon review of thefollowing detailed description, claims and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a trailer having a support frameembodying aspects of the present invention.

FIG. 2 is a perspective view of the trailer having the support frame ofFIG. 1.

FIG. 3 is a side view of the trailer having the support frame of FIG. 1.

FIG. 4 is an end view of the trailer having the support frame of FIG. 1.

FIG. 5 is an end view of the trailer having the support frame of FIG. 1.

FIG. 6 is an end view of the trailer having the support frame of FIG. 1.

Before any embodiments of the invention are explained in detail, it isto be understood that the invention is not limited in its application tothe details of construction and the arrangements of components set forthin the following description or illustrated in the drawings. Theinvention is capable of other embodiments and of being practiced or ofbeing carried out in various ways. Also, it is to be understood that thephraseology and terminology used herein is for the purpose ofdescription and should not be regarded as limiting.

Although references may be made below to directions, such as left,right, up, down, top, bottom, front, rear, back, etc., in describing thedrawings, these references are made relative to the drawings (asnormally viewed) for convenience. These directions are not intended tobe taken literally or limit the present invention in any form.

DETAILED DESCRIPTION

FIGS. 1-2 illustrate a truck trailer 10 for transporting an oversizedobject or cargo, such as a pre-formed concrete double-tee section (FIG.5). The trailer 10 includes a trailer frame 14 and wheels 18 supportingthe trailer frame 14, similar to a flatbed trailer, and is designed tobe pulled by a semi tractor. In the illustrated construction, thetrailer 10 includes a forward end 22 connectable to the tractor, and arearward end 26 opposite the forward end 22. The trailer 10 extends in alongitudinal direction from the forward end 22 toward the rearward end26 and has a length extending between the forward and rearward ends 22,26. The trailer 10 also extends in a lateral direction from a first side30 toward a second side 34 and has a width extending between the firstand second sides 30, 34.

In the illustrated construction, the trailer frame 14 includes aplatform having two separate platform portions, a forward portion 38near the forward end 22 and a rearward portion 42 near the rearward end26, with a gap between the portions 38, 42. Two beams 46 extend acrossthe gap and connect the two portions 38, 42 to one another. The lengthof the beams 46 may be selected to lengthen the trailer 10 and maypermit some flexibility for the trailer 10. In some aspects and in someconstructions, the forward portion 38 and the rearward portion 42 may becombined to form a single platform. Additionally, in some aspects and insome constructions, the forward and rearward platform portions 38, 42 ofthe trailer 10 may not be necessary and the load may be supported on thetrailer frame 14.

The trailer 10 includes a support structure for supporting the cargo onthe trailer 10. In the illustrated construction, the support structureincludes a first support frame 54 supported on the rearward portion 42of the trailer frame 14 and a second support frame 54′ supported on theforward portion 38 of the trailer frame 14. In some aspects and in someconstructions, the support structure may include only a single frame, ormay also include more than two frames. The first and second frames 54,54′ are similar in construction, and only the first frame 54 will bedescribed in detail. Corresponding elements of the second frame 54′ havethe same reference number but are denoted with an “′”.

The frame 54 includes a base 62 and a stanchion 66 extending upwardlyfrom the base 62. The stanchion 66 is an upright post or support andincludes a lower end connected to the base 62 and an upper end oppositethe lower end. A stanchion brace 78 extends from the base 62 to thestanchion 66 and is rigidly connected to the base 62 and stanchion 66 toprovide rigid support for the stanchion 66.

The frame 54 also includes a rocker arm 86 pivotally connected to theupper end 74 of the stanchion 66. The arm 86 is supported for pivotalmovement relative to the stanchion 66 about a pivot axis 90 (FIG. 4)between an unloaded position, as shown in FIG. 4, and a loaded position,as shown in FIGS. 5 and 6. The arm 86 includes a generally elongatedbeam structure extending from a first end 94 to a second end 98. In theillustrated construction, the stanchion 66 includes two beams extendingupwardly from the base 62. The arm 86 is supported between the two beamsof the stanchion 66 with a pivot pin 102. The pivot pin 102 extends fromone beam, through the arm, and to the other beam of the stanchion 66 andpermits pivotal movement of the arm 86 with respect to the stanchion 66.The pivotal arm 86 facilitates loading a cargo onto the bracket 58 andremoving a cargo from the bracket 58. The pivotal movement of the arm 86permits the frame 54 to tilt the cargo and reduce the effective width ofthe cargo. A method for loading a cargo onto the frame 54 is describedin greater detail below.

FIG. 3 illustrates an elevation view of the trailer 10 as shown from theside of the trailer 10 looking toward the second side 34 of the trailer10. FIG. 3 shows the first bracket 54 connected to the rearward portion42 the trailer frame 14 and the second frame 54′ connected to theforward portion 38 of the trailer frame 14. Both frames 54, 54′ extendupwardly about the same distance from the trailer frame 14.

FIGS. 4-6 illustrate a rear view of the trailer 10 from behind thetrailer 10 looking toward the rearward end 26. FIG. 4 illustrates theframe 54 in an unloaded position, and FIGS. 5 and 6 illustrate the frame54 in a loaded position supporting a cargo. FIGS. 5 and 6 illustrate thecargo as a concrete double-tee 150 having a relatively flat deck and aleft leg and a right leg extending downwardly from the deck. The sizeand dimensions of the double-tee 150 may vary depending on the intendedapplication of the double-tee 150. Double-tees commonly have a width ofabout 15 feet, however, the width may vary and double-tees having awidth of about 12 feet, 16 feet, or even 18 feet are also known. Asdescribed below, the length of the arm 86 is adjustable to accommodatedouble-tees having various widths. The length of the legs from the deckmay also vary on double-tees. Three common lengths for the legs ofdouble-tees are about 34 inches, about 30 inches, and about 24 inches.The frame 54 may also accommodate double-tees having varying leglengths.

FIG. 4 illustrates the frame 54 at rest in the unloaded position. Thearm 86 is pivotally connected to the stanchion 66 with a pivot pin 102,and the arm 86 pivots about the pivot axis 90 extending through thepivot pin 102. The pivot pin 102 extends through the arm 86 near amiddle portion of the arm 86. As shown in FIG. 4, the stanchion 66 isoff-set from the center of the trailer 10 and base 62, and the stanchion66 is positioned closer to the first side 30 than the second side 34.The stanchion 66 is also off-set from the center of the arm 86. As shownin FIG. 4, the arm 86 includes a first length L1 extending between thefirst end 94 to the pivot axis 90, and a second length L2 extendingbetween the pivot axis 90 and the second end 98.

In the illustrated construction, the arm 86 includes a counterweight 106disposed near the first end 94. The counterweight 106 providesadditional weight between the first end 94 and the pivot axis 90. Withthe additional weight, the center of gravity of the arm 86 is locatedbetween the first end 94 and the pivot axis 90. Therefore, when the arm86 is unloaded and not supporting a cargo, the arm 86 will naturallypivot in a counter-clockwise direction, as shown in FIG. 4, with thefirst end 94 moving downwardly and the second end 98 moving upwardly.

The frame 54 includes a pivot stop 110 connected to the stanchion torestrict pivotal movement of the arm 86. As shown in FIG. 4, the pivotstop 110 includes a cross bar that extends between the two beams of thestanchion 66. The pivot stop 110 supports the arm 86 and restrictspivotal movement in the direction of the pivot stop 110. In theillustrated construction, the pivot stop 110 is positioned to supportthe arm 86 in a substantially level, or horizontal, position thatfacilitates loading the cargo onto the arm 86.

The arm 86 includes a first bracket 114 positioned near the first end 94and a second bracket 118 positioned near the second end 98. The brackets94, 98 receive the legs of the double-tee 150 when the double-tee 150 ispositioned on the frame 54. As shown in FIGS. 4 and 5, the first bracket114 includes a single inner support brace 122 extending upwardly fromthe arm 86. As shown in FIG. 5, the first bracket 114 includes thesupport brace 122 positioned between the respective leg of thedouble-tee 150 and the pivot axis 90, on the downhill side of the arm 86from the leg. The support brace 122 of the first bracket 114 supportsthe respective double-tee leg when the frame 54 is in the tilted loadedposition.

The second bracket 118 includes a guide brace 126 and a support brace130 positioned on opposite sides of the respective leg. The inner guidebrace 126 is positioned between the respective double-tee leg and thepivot axis, and the outer support 130 is positioned beyond therespective double-tee leg. The support brace 130 is similar to thesupport brace 122 described above, and supports the respectivedouble-tee leg when the frame 54 is in the tilted loaded position. Theguide brace 126 helps direct the double-tee 150 into the desiredposition when the double-tee 150 is loaded onto the frame 54.

The braces 122, 126, 130 generally include a T-shaped cross-section witha contact plate having a face that contacts the double-tee leg, and asupport plate that reinforces the contact plate and provides stabilityfor the braces 122, 126, 130. The contact plates of the support braces122, 130 are positioned at a desired angle with respect to the arm 86 tocontour the surface of the double-tee leg. The contact plate of theguide brace 126 is positioned at a generally smaller angle with respectto the arm 86 to provide a slanted surface to guide the double-tee leginto the desired position against the support brace 130. The arm 86, thebrackets 114, 118 and the braces 122, 126, 130 are preferably made froma strong, durable material, such as steel, iron or metal, that canwithstand the loads and repetitive wear and tear experienced by contactwith the cargo.

As described above, the pivot axis 90 of the arm 86 is positionedoff-center from the length of the arm 86, and the arm center of gravityA is positioned near the shorter side of the arm 86. Therefore, the arm86 will pivot in a first direction when the frame 86 is unloaded. Whenthe double-tee 150 is positioned on the arm 86, the double-tee center ofgravity (D) is positioned on the opposite side of the pivot axis 90 fromthe arm center of gravity (A). Due to the relatively large size of thedouble-tee 150, the overall combined center of gravity (C) of the arm 86and the double-tee 150 is also positioned on the opposite side of thepivot axis 90 from the arm center of gravity (A). As shown in FIG. 5,the arm center of gravity (A) is positioned to the left of the pivotaxis 90, and the double-tee center of gravity (D) and combined center ofgravity (C) are both positioned to the right of the pivot axis 90.Therefore, when the double-tee 150 is positioned on the frame 54, thearm 86 will pivot in a clockwise direction, as shown in FIG. 5, with thefirst end 94 moving upwardly and the second end moving downwardly.

In the illustrated construction, the arm 86 includes an adjustablesleeve 134 connected to the first end 94. The first bracket 114 isconnected to the sleeve 134 and extends upwardly from the sleeve 134.The sleeve 134 is movable with respect to the arm 86 to adjust theposition of the first bracket 114 and accommodate double-tees havingvarying widths. As mentioned above, double-tees commonly have a width ofabout 15 feet, however, double-tees may also be formed in other sizeshaving widths other than 15 feet. The adjustable sleeve 134 permits theframe 54 to accommodate double-tees of varying widths.

In the illustrate construction, the sleeve 134 is movable between threepre-determined positions, a retracted position, a middle position, andan extended position. The sleeve 134 includes three openingscorresponding to each position. A lock pin 138 engages the sleeve 134and the arm 86 to maintain the sleeve 134 in the desired position. Thelock pin 138 extends through the respective opening in the sleeve andalso extends into the arm 86 to restrict movement of the sleeve 134 withrespect to the arm 86. FIG. 5 illustrates the sleeve 134 in theretracted position, and FIG. 6 illustrates the sleeve in the middleposition. Each pre-determined position (retracted, middle, and extended)may correspond to a specific width of a double-tee. For example, themiddle position (FIG. 6) may be positioned to receive a double-teehaving a width of 15 feet, and the retracted position (FIG. 5) may bepositioned to receive a double-tee having a width of 14 feet. In analternate construction, the first bracket 114 may be connected directlyto the arm 86 and the frame 54 may only receive double-tees having legspositioned at a single uniform width from one another.

In other aspects and in other constructions (not shown), other numbersof positions may also be provided for the sleeve 134 and the arm 86. Forexample, the sleeve may be positionable in four or more positions withadditional openings. Additionally, other means of adjusting the sleeve134 may be used to accommodate double-tees having varying widths. Forexample the sleeve could include a jack-screw, a hydraulic or pneumaticmechanism, or other similar height adjustment mechanisms for extendingor retracting the sleeve 134 with respect to the arm 86. The sleeve 134may be infinitely adjustable within a desired range.

In addition, the frame 54 may accommodate double-tees having varying leglength. The frame 54 contacts the lower ends of the double-tee legs, sothe length of the legs may extend above the brackets 114, 118 and stillbe supportable by the frame 54. The length of the legs will alter thedistance between the arm 86 and the deck of the double-tee, but theframe 54 will still be able to support the double-tee.

The second end 98 of the arm 86 includes an angled clearance cut toprovide a support surface 142 for the arm 86. When the arm 86 is in thetilted loaded position, as shown in FIGS. 5 and 6, the support surface142 contacts the base 62 to provide support for the arm 86. The angledsupport surface 142 also permits the arm 86 to pivot further than if thearm 86 continued to a normal squared off end.

The frame 54 may include a locking mechanism to secure the frame in thetilted loaded position. The locking mechanism may include a locking pinthat engages the base 62 and the second end of the arm 86 to restrictpivotal movement of the arm 86 with respect to the base 62 when the arm86 is in the loaded position. Also, additional fasteners may be used tosecure the double-tee 150 to the trailer 10, such as chains, ropes,straps, clamps, rails, or other similar fasteners. These fastenerssecuring devices may extend over the top of the double-tee 150 and mayalso be connected to fastening structures, such as hooks, eyelets, andapertures formed on the double-tee 150.

In some aspects and in some constructions (not shown), the length of thestanchion 66 may be adjustable to vary the height of the arm 86 relativeto the base 62. The stanchion 66 may include a telescoping tubularconfiguration, in which an inner shaft is at least partially disposedwithin an outer shaft, and the inner shaft may be moved relative to theouter shaft to adjust the height of the stanchion 66. A locking device,such as a pin, clamp, collet, or block, may be used to secure the innershaft with respect to the outer shaft. Since the stanchion 66 providesthe pivot point of the arm 86, adjusting the height of the stanchion 66will adjust the angle the arm 86 and double-tee 150 are positionedrelative to the trailer frame 14. Also, adjusting the height may furtherreduce the effective width of the double-tee 150.

In the illustrated construction, the frames 54, 54′ are removablyconnected to the trailer frame 14. The bolster frames 54, 54′ may bepositioned at a desired location with respect to the trailer frame 14depending on the size of the load to be carried. It is generallydesirable to position the center of gravity of the load near themidpoint, or center of the width, of the trailer 10, or about half-waybetween the wheels 18. Various fastening means, such as bolts, pins,latches, or clamps may be used to connect the bolster frames 54, 54′ tothe trailer frame 14. In some aspects and in some constructions, thebolsters may be permanently connected to the trailer frame 14 throughwelding, or other similar permanent fastening means, to create adedicated trailer 10 for transporting oversized cargo. In some aspectsand in some constructions, the trailer 10 may include a trailer frame,and the bolster frames 54, 54′ may be connected directly to the trailerframe.

In operation, the frame 54 is positioned in the unloaded position, asshown in FIG. 4. The arm center of gravity A naturally pivots the arm 86to the unloaded position to contact the pivot stop 110 and position thearm 86 in the generally horizontal position. The double-tee 150 ispositioned onto the frame 54 when the frame 54 is in the unloadedposition.

Loading and unloading a double-tee 150 on the support structure is notalways a precise procedure. The double-tee 150 is a relatively largeobject, sometimes measuring about 15 feet wide by about 60 feet long andweighing about 66,000 pounds, and is often lowered onto the frame 54with a crane. Some double-tees may weigh as much as about 100,000pounds. When supported by the crane, the double-tee 150 may move-due tovarious factors, such as wind or change in momentum, thereby shiftingthe load in the air. While being lowered, the double-tee 150 isgenerally first positioned with the deck generally parallel to theground, or trailer frame, while being lowered onto the frame 54.

The brackets 114, 118 receive the respective legs of the double-tee 150as it is lowered onto the frame 54, and the guide brace 126 helps guidethe double-tee 150 into the desired position with the legs disposedadjacent the respective support braces 122, 130. When the double-tee 150is completely lowered onto the frame 54, and the frame 54 is supportingthe double-tee 150, the combined center of gravity (C) of the arm 86 andthe double-tee 150 causes the arm 86 and double-tee 150 to pivot to theloaded position, as shown in FIGS. 5 and 6. The support surface 142 ofthe arm 86 contacts the base 62 and the double-tee 150 is thenpositioned in the tilted loaded position.

Positioning the double-tee 150 on the frame 54 in the tilted loadedposition (FIGS. 5 and 6) reduces the effective width of the double-tee150 with respect to the road or surface on which the trailer 10 istraveling. The double-tee 150 includes a width (W) extending between thesides of the double-tee 150. The effective width (EW) is the space thedouble-tee 150 takes up above the road and is generally measured in aplane substantially parallel to the road or surface. For example, thedouble-tee 150 shown in FIG. 6 has a deck with an overall width (W) ofabout 15 feet, which represents the distance between the two sides ofthe double-tee 150. When positioned on the bolster frames 54, theeffective width (EW) of the double-tee 150 is about 13 feet.

FIG. 6 illustrates a center of gravity (D) of the double-tee 150positioned below the deck and between the legs of the double-tee 150. Inthe illustrated construction, the frame 54 positions the center ofgravity (D) of the double-tee 150 substantially over the midpoint of thetrailer 10. While it is not necessary to have the center of gravity (D)perfectly aligned with the midpoint, positioning the center of gravity(D) of the double-tee 150 near the midpoint of the trailer 10 does helpstabilize the load for transport on the trailer 10.

In the illustrated construction, the frame 54 supports the double-tee150 in the tilted loaded position with the raised side of the double-tee150 positioned near the first side 30, or left side, of the trailer 10,and the lowered side of the double-tee 150 positioned near the secondside 34, or right side, of the trailer 10. The illustrated constructionis intended for use in regions in which vehicles travel on the rightside of the road and the left side of the vehicle is the inner side onthe roadway. In this construction, the raised side of the double-tee 150is on the inner side of the trailer 10 and the lowered side of thedouble-tee 150 is on the outer side of the trailer 10. Therefore, theraised side of the double-tee 150 is viewable by oncoming traffic on theopposite side of the road and provides additional clearance for theoncoming traffic. The raised side is generally less intimidating for anoncoming driver than the lowered side.

In some aspects and in some constructions, the frame 54 may be reversedwith respect to the trailer frame 14 with the raised end of thedouble-tee 150 positioned near the second side 34, or right side, andthe lowered side of the double-tee 150 positioned near the first side30, or left side, of the trailer 10. This construction may be desirablein regions where vehicles travel on the left side of the road.

In the illustrated construction, the support structure and frame 54 aremounted on the trailer 10 for transportation and use with a semitractor. In other aspects and in other constructions, the supportstructure and frame 54 could also be mounted on other means oftransportation, such as train cars, boats, barges, sleds, or othersimilar devices. The frame 54 could also be used to for stationarystorage of a double-tee or other oversized objects. It should beunderstood that while the figures illustrate the structure supporting adouble-tee, the support structure and frame 54 may also support otheroversized cargo.

The foregoing detailed description describes only a few of the manyforms that the present invention can take, and should therefore be takenas illustrative rather than limiting. It is only the claims, includingall equivalents that are intended to define the scope of the invention.

1. A support structure for supporting a pre-formed concrete sectionhaving a deck, a first leg and a second leg for transport on a transportvehicle, the support structure comprising: a base supported by thetransport vehicle; a stanchion extending upwardly from the base; an armpivotally coupled to the stanchion to pivot about a pivot axis, the armhaving a first and second end, and having an arm center of gravity beingdisposed between the first end and the pivot axis and causing the arm topivot in a first pivotal direction; a first bracket positioned near thefirst end of the arm for receiving the first leg of the concretesection, and a second bracket positioned near the second end forreceiving the second leg of the concrete section, the concrete sectionhaving a concrete section center of gravity and the first and secondbrackets positioning the concrete section with the concrete sectioncenter of gravity being disposed between the pivot axis and the secondend and causing the arm to pivot in a second pivotal direction oppositethe first pivotal direction.
 2. The support structure of claim 1,wherein the arm includes an adjustable sleeve adjustably connected tothe first end of the arm, the adjustable sleeve being movable between aretracted position and an extended position and the first bracket beingconnected to the adjustable sleeve.
 3. The support structure of claim 2,further comprising a locking member releaseably engaging the arm and theadjustable sleeve to restrict movement of the adjustable sleeve withrespect to the arm.
 4. The support structure of claim 1, wherein the armincludes a counter-weight portion disposed near the first end.
 5. Thesupport structure of claim 1, wherein the arm is pivotal between a firstposition, in which the arm does not contact the base, and a secondposition, in which the second end of the arm contacts the base, the baserestricting movement of the arm in the second pivotal direction.
 6. Thesupport structure of claim 1, further comprising a pivot stop connectedto the stanchion, the pivot stop restricting pivotal movement of the armin the first pivotal direction.
 7. A support structure for supporting apre-formed concrete section having a deck, a first leg and a second leg,the support structure comprising: a base; a stanchion extending upwardlyfrom the base; and an arm pivotally coupled to the stanchion to pivotabout a pivot axis, the arm having a first end and a second end, thedistance from the first end to the pivot axis being less then thedistance from the second end to the pivot axis, and the arm having acenter of gravity positioned between the first end and the pivot axis.8. The support structure of claim 7, further comprising a first bracketdisposed near the first end for receiving the first leg of the concretesection, and a second bracket disposed near the second end for receivingthe second leg of the concrete section.
 9. The support structure ofclaim 8, further comprising an adjustable sleeve adjustably connected tothe first end of the arm, the adjustable sleeve being movable between aretracted position and an extended position and the first bracket beingconnected to the adjustable sleeve.
 10. The support structure of claim9, further comprising a locking member releaseably engaging the arm andthe adjustable sleeve to restrict movement of the adjustable sleeve withrespect to the arm.
 11. The support structure of claim 7, wherein thearm is pivotal between a first position, in which the arm does notcontact the base, and a second position, in which the second end of thearm contacts the base.
 12. The support structure of claim 11, furthercomprising a pivot stop connected to the stanchion, the pivot stoprestricting pivotal movement of the arm in a first pivotal direction andthe base restricting pivotal movement of the arm in a second pivotaldirection opposite the first pivotal direction, the arm contacting thepivot stop in the first position.
 13. A support structure for supportinga pre-formed concrete section having a deck, a first leg and a secondleg, the support structure comprising: a base; a stanchion extendingupwardly from the base; an arm pivotally coupled to the stanchion topivot about a pivot axis, the arm having a first end and a second enddisposed opposite the first end; an adjustable sleeve adjustablyconnected to the first end, a first bracket connected to the adjustablesleeve for receiving the first leg of the concrete section, and a secondbracket disposed near the second end for receiving the second leg of theconcrete section, the adjustable sleeve being movable with respect tothe arm between a retracted position and an extended position to adjustthe distance between the first bracket and the second bracket.
 14. Thesupport structure of claim 13, wherein the distance between the firstleg and the pivot axis is less than the distance between the second legand the pivot axis.
 15. The support structure of claim 14, furthercomprising a pivot stop connected to the stanchion, the pivot stoprestricting pivotal movement of the arm in a first pivotal direction andthe base restricting pivotal movement of the arm in a second pivotaldirection opposite the first pivotal direction.
 16. The supportstructure of claim 15, wherein the arm is biased in the first pivotaldirection when the arm is not supporting the concrete section and thearm is biased in the second pivotal direction when the arm is supportingthe concrete section.
 17. A support structure for supporting anoversized load for transport on a transport vehicle, the supportstructure comprising: a base supported by the transport vehicle; astanchion extending upwardly from the base; an arm pivotally coupled tothe stanchion to pivot about a pivot axis, the arm having a first andsecond end, and having an arm center of gravity being disposed betweenthe first end and the pivot axis and causing the arm to pivot in a firstpivotal direction; a first bracket positioned near the first end of thearm for supporting a first portion of the large load, and a secondbracket positioned near the second end for supporting a second portionof the large load, the load having a center of gravity and the first andsecond brackets positioning the concrete section with the load center ofgravity being disposed between the pivot axis and the second end andcausing the arm to pivot in a second pivotal direction opposite thefirst pivotal direction.
 18. The support structure of claim 17, whereinthe arm includes an adjustable sleeve adjustably connected to the firstend of the arm, the adjustable sleeve being movable between a retractedposition and an extended position and the first bracket being connectedto the adjustable sleeve.
 19. The support structure of claim 18, furthercomprising a locking member releaseably engaging the arm and theadjustable sleeve to restrict movement of the adjustable sleeve withrespect to the arm.
 20. The support structure of claim 17, wherein thearm includes a counter-weight portion disposed near the first end. 21.The support structure of claim 17, wherein the arm is pivotal between afirst position, in which the arm does not contact the base, and a secondposition, in which the second end of the arm contacts the base, the baserestricting movement of the arm in the second pivotal direction.
 22. Thesupport structure of claim 17, further comprising a pivot stop connectedto the stanchion, the pivot stop restricting pivotal movement of the armin the first pivotal direction.
 23. A method for loading a concretedouble-tee having a deck, a first leg and a second leg onto a supportstructure having a base, a stanchion extending upwardly from the base,an arm pivotally connected to the stanchion and extending between afirst and second end, the arm having a first bracket disposed near thefirst end and a second bracket disposed near the second end, the methodcomprising the acts of: positioning the arm in a first position in whichthe arm is substantially horizontal, the arm being pivotally biasedtoward the first position; lowering the double-tee onto the arm suchthat the first leg of the double-tee is received by the first bracketand the second leg of the double-tee is received by the second bracket;pivoting the arm and double-tee to a second position in which the secondend of the arm contacts the base to support the arm, the arm beingbiased toward the second position when the arm supports the double-tee.24. The method of claim 23, further comprising the act of securing thesecond end of the arm to the base to restrict pivotal movement of thearm with respect to the base.